Side bearing for railway cars



E. H. WRIGHT SDE BEARING FOR FMHLWY CARS Filed Spt. 2,V 1953 2 Sheets-#Sheet l lllllllll.

Oct. 6, 1936. E. H. WRIGHT SIDE BEARING FOR RAILWAY CARS Filed Sept. 2, 1933 2 Sheets-Sheet 2 d deaung with high Speed cars.

Patented ct.` 6, 19,36

2,056,222 SIDEv BEARING FOR RAILWAY CARS Evan i1. Wright, Detroit, Mich., assignor to rullman-Standard Car Manufacturing Company, a corporation of Delaware f Application september z, 1933, serial No. 688,005v

8 Claims.

The general trend in the fields of air, land and water transportation toward greatly' increased speeds has brought about a demand for rail cars which are much faster than those now in use. But to obtain high speeds in ,railway transportation consistent with safety and economy, the entire organization of the conventional railway car must be altered to meet the new conditions of service.

Light weight is one of the essentials of any car that is capable of traveling at relatively high speeds, for excessive weight requires additional power and there is no power to be wasted if speed is to be obtained. f y

Air resistance becomes an important factor in It is important not only as it impedes forward movement of the lcar, but also as it affects the stability oi the car on the track.

In a broad sense, this invention has for its primaryobject to provide a rail car of a given load capacity, lighter without loss of strength and shock resistance, and faster with less power as compared with prior cars, and also able to hold the track in spite of the greater relative is used to the greatest advantage and heavy joint fittings and localized strains are obviated, and the Whole body is made one coordinate entity; and

Second: The motors and other weighty elements of the operating mechanism are mounted close to the rails and theparts to be driven or stopped, whereby the body, the center bearing, the side bearings, and all other parts in the line ofvforce transmission, are relieved of much strain and may be made correspondingly lighter.

Being lighter, lesspower can handle the car, as well as its best predecessor but, in addition, the air resistance (which increases rapidly with the speed, other things "remaining 'the same) is tempered by lowering the car and reducing or eliminating suction areas, vortexes or whirls and reverse turbine effects between all parts of the car, the track and other stationary objects, whereby the speed can be increased out of all proportion to the power and speed of the past..

The greater speed increases the transverse D component of all Wind resistance (and withconventional forms would increase the resultant suction eiects) and there would be greater tend' ency to overturning which the lighter weight would be less able to resist, but for the fact that the wind is passed easily andv smoothly under 5 and over the car and the'at upright surfaces are reduced to a minimum, whereby the pressure on the leeward side is kept close to that on the Windward side.

In a narrower sense, the purpose of this invenl0 tion is to provide a side bearing construction that. is particularly suitable for use with a car having the Iabove characteristics,v and which in addition will give long years of useful service, will effectively limit side sway of the car body without transmitting vibration and noises from the truck to the body, vand which is self lubricating'so that little orUno maintenance is required.

Further and other objects and advantages will become apparent as the disclosure'proceeds and 20 -the description is read in conjunction with the accompanying drawings, in which Fig. 1 is av diagrammatic, perspective view showing the,v general organization of a car made in accordance with `this invention;

Fig. 2 is a view, partly'in section and partly in elevation, showing the spring bolster assembly;`

Fig. 3 is an endelevational view showing the means for supporting the bolster on the truck f frame; :su

Fig. 4' is an exploded, perspective view of .a portion of the center bearing assembly;

Fig.v 5 is an enlarged, detailed, longitudinal `view of the side bearing, a portion 4being broken away to expose the parts in rear; and l Fig. 6 is an exploded, perspective view of the; side bearing assembly. l,

At the outset, it should bev understood that the selection of certain preferred and modified forms ofthe invention for illustration and description is merelyy for the purpose of disclosure, for the invention may be variously embodied l within the scope of the appended claims. Limitations, therefore, are not to be read into the claims vunless required by the prior art.

General organizationV (Fig. 1;)

framework is covered by a.l metal skin which is secured to the framework and assists in resisting tortional strain.

The'body is supported by a front truck 52 and a. rear truck 53, the former having internal combustion engines 54 and 55 mounted outboard on opposite sides of the truck. The front truck includes Wheeled axles 56 and 51, diametrical ends of which are driven by the motors 54 and 55. The

other diametrical ends of the axles 56 and 51 are equipped with brake operating mechanism, generally indicated at 58.

The rear truck 53 includes wheeled axles 59 and 60, each of which are braked by mechanism corresponding to the mechanism 58 of the front truck.

The'axles of both front and rear trucks are equipped with what may be termed resilient wheels; and this term is intended to include all forms'of wheels which are inherently resilient each frame, a leaf spring 65 projects toward the adjacent axle where it connects to a jour-x nal 66. 4The point of connection between the projecting spring and the journal, is underslung with respect to the axles. f

Driving and braking forces applied to the car axles are transmitted to the truck frames by radius rod 61. Other radius arms 68'which connect the worm gear casing 69to a fixed point on the car truck,in this case, the transmission housing 10,-take the thrust of the driving worm. Braking forces are resisted by torque arms 1| which connect the brake housing 12 to the truck frame. y

'Ihe car body, it will be seen, i's elongated and has a. tapering blunt nose and tail to reduce. wind resistance.` 'I'he outer surface of the car consists of smooth broad curves well blended together ,to product a graceful appearance and at the same time directing the air vcurrents varound the car with minimum effort. The windows 13 are ush with the outer skin, and are made stationary as it is contemplated that a forced system of ventilation will be used.

The bottom of the car is uninterrupted in outline except for the wheels of the truck which project through the metal skin enveloping the body framework.

Swing bolter assembly The swing bolster assembly shown in Figs. 2 and 3 is the same for both front and rear trucks, and for convenience, the showing in these gures will be considered as illustrating the bolster assembly of the front truck.

fro

The bolster 6| comprises a hollow casting 300 havingan enlarged central portion 30| provided with circular depressions 2|5 and 2|6 on its upper and lower faces, respectively. The dividing -wall 2|1 ,between the two depressions forms an annular ledge which is substantially half way between the top and bottom walls of. the bolster. The inner margin of the ledge is enlarged. as indicated at 2| 8 to form a wearing surface for the center bearing assembly.

The bottom wall 302 of the bolster is joined to the top'wall 303 by an intermediate vertical wall 304 leaving suitable openings at the bottom of the bolster for inserting the springs 63 at each end thereof.

Two quarter-elliptical springs aremounted in the recesses at the ends of the bolster and are clamped in place by bolts 2|0 which draw retaining plates 2|| tightly against the bottoms of the spring.

The bolster is cored out wherever possible as, for example at 305, to reduce weight, The ends of the bolster are slightly enlargedl to receive arcuate chrome-plated steel plates 233, which cooperate with the side bearings 230 on the car body. The plates 233 are Asuitably spaced from the bolsters by shims 306.

'I'he ends of the spring 63 are provided with double eyelets 301 adapted to engage a bolt 2|2 which joins adjacent arms 2|3 of the spring hanger 64. In case the bottom leaf of the spring breaks, the adjacent leaf will support the spring on the spring hanger.

Eachv of the swing hangers 64 consists of a casting having depending arms 2|3 through the ends of which the bolt 2|2 is adapted to pass. The two springs` suspended from each hanger are separated by a spacer 308 telescoped on the bolt.

The upper ends of the swing hangers 64 are bifurcted and are adapted to be pivotally clamped to the bearings |22 and |23 by bearing caps 309.

bushings are enlarged as indicated at 3|0 to bear against the disks |29 and cushion the truck frame from side thrusts.

The extreme ends 3|| of the bolster are so spaced with reference to the springs 63 that when the car body tilts 'one way or the other beyond a given angle the end of the bolster forms a new fulcrum' for the springs with shorter leverage. This arrangement assists in preserving the life of the springs. f

The bolts 2|2, which connect the arms 2|3 of the swing hanger casting, are fitted with self lubricating bushings, so that proper lubrication is provided for the ends of the spring. These bushings 'are made of a tough, wear and pres-` sure resistant, porous material impregnated with oil and known to the trade as Oilite. Since the details of this self-lubricating bearing constituteno part of the present invention, it is not thought necessary to further illustrate or describe the same.

Lateral travel of the swing bolster is limited by cables 426, which extend between the cable anchors 421 on the bottom of thel bolster and adjacent jointson the truck frame.

Center bearing f In conventional center bearing constructions, the car truck is swiveled to the; body by a center pin which passes through the body bolster and the truck bolster, and the weight of the body is carrledby some kind of an anti-friction device that is interposed between the truck and body absorb much of the vibration and noise that is ordinarily transmitted from the truck to the car body.

The centerbearing assembly is best shown in Figs. 2 and i and comprises essentially a body center plate SH2, a truck center plate 22l, two rubber annuli 2id' and 222, a'retaining cap 223 and a center pin 222 which receives a nut 222 on its lower end.

The collar it@ which is provided with laterally extending reinforcing ribs lidhas a round bottom face V@i3 which is ankedfby a downwardly extending flange 3M. Atl one or more points on the flange 3M,- a lug 2lb is provided which is adapted to engage a cut-away portion 2lb in the body center plate 3 l 2. The outside diameter of the body center plate corresponds to the inner diameter of the flange .-396 so that the former ts snugly within the bottom of the collar lil@ and is held against rotation by the lug or lugs 385. Shims 3l? are provided for adjusting the height of the car body with reference to the truck bolster,

as this is necessary to enable the side bearings` 222 to function properly. I

The truck center plate 222i is more or less mushroom shaped' and has a flange dit adjacent its v top which is adapted to seat upon the rubber ment and wear on the wheel anges.

annulus 2l@ in the top cavity 2i5. The shank 3l@ of the center plate extends through the opening, 222 in the truck bolster, but normally does not contact with the wear surface 2 i t. The truck center plate is clamped in place by retaining cap 223 which engages the underside of the annulus 22@ and forces it against the annular ledge 2li. A nut 22d which screws upon the center pin 222 holds the parts in assembled relation.

The customary use of roller or ball bearings between the truck and center plates is rendered unnecessary in the present construction: First, because the car body is extremely lightweight; and secondly, because the body center plate M2 is made of a self-lubricating material known to the trade as Oilite, eliminates the necessity for lubrication, but in addition is extremely 'tough and wear resistant.

The .contacting surfaces of the body and truck center plates are cut with complementary Adouble helical surfaces, as shown most clearly in Fig. fi, in order to normally maintain the car truck in. alinement with the car body. When a car is travelling at high speeds, there is a tendency for the truck to weave in and out between the rails of the track, thereby causing danger of derail-iI By providing the mating faces of the truck and body center plates with complementary surfaces, as shown in Fig. i, any tendency of the truck to turn with reference to thecar body is resisted by the weight of the car, for any relative rotation between the truck and the body slightly lifts .the latter and is opposed by gravity.

The truck center plate 22H which is resiliently supported by the annulus 2i@ is capable of limited movement from its normal vertical axis and is fully insulated from the cai` truck against the noise and shock. The lower annulus 22ml ab sorbs-the rebound. Y

' it will be noticed that the rubber annuli each have a flat metal ring 225 embedded in the rubber, the ring serving tdmaterially stiften the annulus and assist in preserving its shape. The grooves 22d permit the rubber to expand laterally with greater effect.

mediate gusset Mld'.

This material not only Side bearing The bolsters Si and 62 are each equipped at their ends with side bearings, generally designated 230, which cooperate with the bolsters to limit side sway of the car body withrespect to the car/trucks.

The side bearings comprise a bracket 23 i, which is securely welded to the body frame at 200 and dill. `'l'.'he bracket is triangularly shaped in side elevation (Fig. 6) and includes `a bottom wall 202, reinforced by sidev gussets 203 and an inter- Midway between the intermediate gusset lill and the adjacent side gussets are bosses 505, which project upwardly from 'the bottom wall 202 and are drilled at dil@ to receive `studs 401i, which hold the upper part of the side bearing assembly together. i

The portion of the side bearing assembly which is carried by the car body includes, in addition to the side bearing bracket 23d, a pair of selflubricating disks 222, a pair of rubber annuli 408, aluminum plates M9, which are interposed between th self-lubricating disks and the rubber annuli in order to prevent deterioration of the rubber-by the oil in the disks, and a sheet metal cap dit, which fits over the rubber annuli and protects them from the deleterious eifect of the` weather.

The separators |209 are preferably riveted to the disks 232 with aluminum rivets li l, as shown most clearly in Fig, 5. Both are providedy with upstanding protuberances M2, which form a shoulder on which the shank M3 of the stud 261 is adapted to seat, and thus limit the depth to which the stud can be screwed into the disk 232. disks 4232 are drilled and tapped to receive the studs.

The ends of the bolster are each equipped with a chrome-finished steel friction plate 233, secured to the bolster by countersunk screws 2M,

' and properly spaced from the bolster by shims 306. The friction plate is preferably arcuate in forrn, so that the upper side bearing assembly will follow its contour when the truck rotates with respect to the car body.

The adjustment of the center bearing (Figs. 2 and 4) is such that the body weight is normally carried by the center bearing above. However, as the car body sways from one side to the other the side bearings are brought into operation'to limit the angle of car inclination. The stud heads dit being somewhat above the tops of the bosses M5, the disks 222 are always in contact with the plates 233, regardless of whether or not they are supportingla load.

The self-lubricating disks, 222 are preferably made of a tough, wear and pressure resistant, porous material containing about 20% oil, and known to the trade as Oilitei rI "he entire side bearing assembly may be quickly removed for repair or replacement, although its simple construction and its ability to keep itself lubricated makes removal seldom necessary.

I claim as my invention:

l. A side bearing for limiting vertical movement between a car body and a car truck, said bearing comprising a smooth surfaced wear plate,

'a self-lubricating plate adapted to slidably enthecar bodyand the other on the car truck, a

It is, of course, understood that the rubber backing for the self-lubricating plate, and

a metal separator between Kthe backing and the said plate.

2. A side bearing for limiting vertical movement between a car body and a car truck, said bearing comprising a smooth surfaced wear plate, a self-lubricating plate adapted to slidably engage the wear plate when the body tilts toward the truck, one of said plates being mounted on the car body and the other on the car truck, a rubber backing for the self-lubricating plate, and a non-porous metal separator between the backing and the said plate.

3. A side bearing for limiting vertical movement between a car body and a car truck, said bearing comprising a smooth surfaced Wear plate secured to the car truck, a self-lubricating plate on the underside of the body adapted to slidably engage the wear plate when the body tilts toward the truck, a rubber backing for the self-lubricating plate, and a cap over the backing to protect the rubber from the elements.

A4. A side bearing for limiting vertical movement between a car body and a car truck, said bearing comprising a smooth surfaced Wear plate secured to the car truck, a self-lubricating plate on the underside of the body adapted to slidably engage the Wear plate when the body tilts toward the truck, a rubber backing for the self-lubricating plate, a cap over the backing to protect the rubber from the elements, and a non-porous separator between the self-lubricating plate and the rubber.

5. A side bearing for limiting vertical movement between a car body and a car truck, said bearing comprising a. smooth surfaced wear plate secured to the end of the truck bolster, a pair of self-lubricating plates on the underside of the car body adapted to slidably engage the wear plate when the body tilts toward the truck, and rubber annuli interposed between the car body and the self-lubricating plates.

6. In a railway car, a truck bolster, a car body frame supported on said bolster, an extension projecting laterally from each side of said body frame, arcuate bearing plates on the ends of said bolster, a plurality of self-lubricating bearing plates slidably engaging each of said arcuate bearing plates, and resilient members of vibration-deadening material between said self-lubricating bearing plates and said extensions.

7. In a railway car having a bolster and a car body, a pair of side bearings between said body and bolster, each bearing comprising a lower bearing plate, means for rigidly connecting the same to said bolster, a plurality of upper bearing plates, an upwardly extending pin secured to each of said upper bearing plates, means rigidly connected to said body through which said pin slidably extends, and a rubber element surrounding each pin. v

8. In a railway car, a car body, a support for Said body, side bearings between said body and support each bearing comprising a lower bearing plate secured to said support, an upper bearing plate engaging said lower bearing, a pin extending upwardly from said upper bearing and slidably engaging said body, and a rubber annulus between said bearing plates at each side of said y body.

, EVAN` H. WRIGHT. 

